Tag Archives: innovation

The Origins of Infrastructure

One of the great mysteries of humanity’s history is how we made the transition from an isolated, emergent species to attain today’s globally dominant civilization. Scientists tell us that the story began as early as 7 million years ago in Eastern Africa. Fossils found in the Awash Valley give evidence of our early precursors. Archaeological findings suggest that some of these precursors began to fabricate and use rudimentary stone tools between 6 million and 2 million years ago. Learning to control fire followed about 1 million years ago. By 70,000 years ago homonins had migrated out of Africa and begun to apply more complex technology evidenced in hafted spears, for which a sharpened stone point was attached to the wooden shaft.

The fossil record indicates that our own species, Homo sapiens, evolved during this progression and became the sole survivor among several homonin species. The evolution included a remarkable growth in brain size as well as emergence of social behavior and technological prowess. Some scientists hypothesize an interaction between physical capability and intellectual accomplishment to explain this evolution.

British archeologist Steven Mithen, for example, surmises that early uses of technology (such as hafting of spears) encouraged development of “cognitive fluidity,” an ability to abstract and combine aspects of experience from different domains such as finding shelter or observing game.  The large brain of Homo sapiens was an essential adaptation that enabled this cognitive fluidity to develop, but does not by itself explain how the development came to be. Adopting and using a cultural innovation provides the stimulus for users to extract more from their brains than they might have otherwise.

Drawing on observations of ants and other animals that exhibit eusocial behavior and altruism—in which some individuals in a colony or nest limit their own reproductive potential by raising the offspring of other nest-mates or defending the group against competitors and predators—noted Harvard biologist Edward Wilson suggests that certain “preadaptations” favor the behaviors’ evolutionary development. Among the most important of these preadaptations, Wilson conjectures, is a species’ propensity for living in defensible nests.  When early humans, tribal by nature, learned to use fire and establish campsites sufficiently persistent to be guarded as a refuge, they had taken a crucial step toward modern social organization.

Wilson and his colleagues Martin Nowak and Corina Tarnita assert that the advantage of a defensible nest located within reach of reliable food sources, particularly one requiring greater energy in its construction, is a crucial causative agent in the evolutionary development of eusociality, a trait that loosely applies to humans as well as ants. A next step in humans’ social evolution beyond the adoption of movable campsites would logically seem to be long-term commitment to a fixed location. The earliest evidence of such commitment arguably is found in the Chauvet Cave walls in southern France.  Images painted on the cave walls here and elsewhere (for example, the El Castillo cave in Cantabria, Spain, and others Romania and Australia) are estimated by various archeologists and methods be 28,000 to 40,000 years old.

We have no convincing evidence of the creators’ motivations for any of the cave paintings, but their permanence and often difficult-to-access locations suggest these were not simply decorations of living space, but rather demonstrations of a particular significance of place, perhaps an effort to preserve human memory as recorded history. I propose that in this sense these ancient markings are humanity’s earliest known infrastructure.

University of Cambridge archaeologist Graeme Barker has presented the evidence suggesting that the domestication of various forms of plants and animals evolved in separate locations worldwide, starting around 12,000 to 14,000 years ago.  For many researchers, this domestication is synonymous with “agriculture,” a technological innovation and foundation of modern civilization.  An alternate model proposed by David Rindos in the 1980s proposed that domestication of locally available plants, a co-evolutionary interaction of humans and their food sources, led to intentional agriculture and consequent selection of preferred species and strains.

This domestication of plants has been characterized as the beginning of the Neolithic or Agricultural Revolution.  Evidence, particularly from the Fertile Crescent region in the Middle East, indicates that cultivation was accompanied by construction of settlements and drainage ditches and landforms to control plant irrigation.  Archeological studies by Harvard archeologist Ofer Bar-Yosef and others are currently thought to indicate that the Natufian culture in the region is the world’s oldest example of sedentary settlements and agriculture, notable particularly because the settlements may have preceded the commencement of crop cultivation.

Whether development of agriculture preceded or followed the birth of cities has long been debated.  Mithan, for example, reflecting recently on the progress of human civilization, expressed a widely held view that agriculture came first, and once farming had originated, towns and cities appear to be an almost inevitable consequence.  On the other hand, Jane Jacobs, an economist and unabashed urbanist, famously argued in the 1970s that labor specialization and trade first gave rise to cities, and that feeding their populations necessitated the development of agriculture. (Archaeologists notably disagree. See Smith, Michael E., Jason Ur, and Gary M. Feinman.  2014.    “Jane Jacobs’s ‘Cities-First’ Model and Archaeological Reality.” International Journal of Urban and Regional Research 38 (4): 1525-1535.)

In either case, however, it would seem that infrastructure came first. The investment of effort in clearing fields; moving earth to adjust water flow; building fences, protective walls, and substantial shelters; maintaining paths for transportation; and the like would have contributed substantially to agricultural productivity, settlement economy, and social functioning of the residents.

Learning to Live with New Infrastructure Technology

The headline in The Atlantic, responding to an earlier article in the New York Times, asks the question, “Are we addicted to gadgets or indentured to work?”  (“Silicon Valley Says Step Away From the Device,” Matt Richtel, 7/23/2012, Business Day, New York Times.   “Are We Addicted to Gadgets or Indentured to Work?” Alexis Madrigal, 7/24/2012, The Atlantic. 

Matt Richtel, writing in The Times, reports that leaders at influential Silicon Valley companies are growing concerned about increasingly widespread addiction to gadgets.  Our attraction to smart phones, tablets, and on-line living, some say, reflects “primitive human longings to connect and interact” that threatens to take over our lives.  Next year’s edition of the authoritative Diagnostic and Statistical Manual of Mental Disorders, Richtel writes, is slated to include “Internet use disorder” in its appendix, indicating that the mental health profession thinks there may be a real problem but needs more research to understand it.

Responding in The Atlantic, Alexis Madrigal asserts the problem—for Americans, at least—is our slavish devotion to work.  We—or the upper middle class that reads the Times, at least—is working more and “having to stay more connected to work than ever before,” forced by employers (with the help of “our strange American political and cultural systems”) to be on the job 24/7. Citing both Mother Jones and McKinsey Quarterly as inspiration, Madrigal suggests that we need not simply to tear ourselves away from our electronic devices, but rather “organize politically and in civil society to change our collective relationship to work.,” adopting a more European perspective on our who controls our time.

Whether their myopia has an ideological or technological basis, both writers are overlooking the fundamental influence of our infrastructure.  In past decades motorized transport and telephone service dramatically reduced the influence of distance as an obstacle to economic and social interactions. The demands of maintaining international business networks and global supply chains shifted our ideas about “banker’s hours” and the sanctity of holidays and weekends.     Radio and television brought education and diversion, evolutionary emergence of “couch potatoes,” and threats to book and newspaper publishing.  These new infrastructures also supported and arguably accelerated dramatic expansion of the middle class and service sectors of the economy.  These changes went hand-in-hand with accelerating urbanization of our population and suburbanization of our cities.

As difficult as it may be to believe, digital wireless communication and the devices we carry to take advantage of this new infrastructure have become widespread in just about two decades.  The technology enables me and my colleagues—all of us somewhere well below the infamous top 2% of the income curve—to work from virtually anywhere and to shift working hours.  No longer must I take an entire day off to attend to medical appointments, to have my car repaired, or to attend my child’s school play.

I view this as new freedom rather than a grasping employer’s imposition. Many workers do not yet enjoy such freedom and, as in the past, some jobs are not suited to such changes of practice.

Recent statistics show an international trend of younger people being slower than preceding generations to get their driver’s permits.  Citing a study by the University of Michigan’s Transportation Research Institute, for example, MSNBC’s Paul Eisenstein reports that American teens are not rushing to get a driver’s license as soon as they become eligible, and that another study found similar trends in seven of 14 other industrialized countries.  (“American teens are waiting longer to drive,” Paul A. Eisenstein, 4/9/2012, MSNBC, Bottom Line)  In their own analysis, the Dayton Daily News found a 9 % drop in Ohio’s 16- and 17-year-old licensed drivers from 2006 to 2010, and a 4.7% decline in the number of Ohio 18-year-olds with licenses.

Analysts suggest the Internet, meaning particularly such new social media and communication applications as Facebook and text messaging, may be a key reason for the change.  Whatever the reasons, Eisenstein writes that auto company executives are worried that the trend may signal future declines in new-car demand.  Transit advocates are using the data to argue for higher government spending on urban public transportation systems.

How many hours we spend commuting, whether those hours can be used for anything other than steering and avoiding mishap, and whether the hours otherwise spent are counted as work or leisure are topics for another time.  Only consider for now the possibility that any purported addiction to gadgets and commitment work are simply short-term byproducts of learning to live with new infrastructure.

Intelligent Infrastructure: ITS, Smart Grid, SCADA, and More

High on anyone’s list of evolving innovation in our infrastructure would have to be the adaptations of electronics, communications, and information technologies that will make the systems “smart.”  There is little chance that the new infrastructure will ever approach passing a Turing test, but certainly these “intelligent” systems will give us enhanced return on our investment.

The essence of what is happening has three elements.  First, increasingly powerful and low cost digital electronic devices are giving us greater ability to monitor and exert control of the condition and use of roadways, pipes, cables, and other physical constituents of our infrastructure. Second, we are learning how to send very large amounts of information between these geographically widespread infrastructure components and more centralized locations where human managers can make judgments about the systems’ performance and make adjustments in operations.  Finally, our growing ability to store and use information is allowing us to comprehend more fully the factors that affect system performance and how to manage our infrastructure more effectively.  The progress of change looks different in each of our infrastructure’s several functional service areas. 

In water supply and wastewater management, for example, we have Supervisory Control and Data Acquisition (SCADA) systems being adopted.  The concepts, hardware, and software have been derived from process control in the chemical and pharmaceutical industries.  Intelligent Transportation Systems (ITS) have grown out of traffic signaling but increasingly relay on wireless telecommunications and communication between vehicles and the roadside.  The United States government reserved a segment of the radio-frequency spectrum at 5.9 GHz for use by the transportation sector.  Electric power utilities are increasingly committed to the “smart grid” concept that includes giving electric suppliers an ability to adjust users’ demand and to shift energy supply across a network to meet short-term peak loads.  Transmission of digital data across power lines as well as via fiber optic cables and wireless channels has been important in the smart-grid’s development.

The most immediate payoff of this increasing intelligence in infrastructure will be greater efficiency in operations.  A universally applied principal of engineering in the past has been the inclusion of a “safety factor” in calculations to decide the number of lanes needed for a new highway, the diameter of the pipes for water supplies, or the generation and transmission loads to be met by the power supply.  The safety factor represented an allowance for uncertainty, a multiple of what the planners and designers estimated to be the maximum load a facility would have to meet during its service life, perhaps 30%, 80%, or 120% to this maximum.  New practices are shifting to a statistical view of the world and probabilistic measures are taking the place of safety factors, but the result is still the same: infrastructure facilities are built with redundancy and excess capacity to enhance their reliability in the face of anticipated variations in demand.  Increasing the smartness of these systems offers potential cost savings by allowing total system-wide excess capacity to be reduced without sacrificing reliability in meeting peak demands in parts of the system.

A second payoff of increasing intelligence will be enhanced ability to charge all users of infrastructure for the services they receive.  The services of infrastructure are for the most part available to all, approximating the conditions economists use to define a “public good.”  If the taxpayers of a particular community choose to build good roads in their region, it is difficult for them to exclude road users from neighboring communities from using the roads to travel to and through the area.  This is the “free rider” problem.  Installation of meters substantially eliminates the problem for power and water supplies (except in places where people are able to divert supplies—to pirate, in other words—as is the case in many cities in lower-income countries.)  For roads and waste management, smarter technology has yet to be developed and adopted.

Another payoff will be improved ability to identify the use of public resources that now have low or no market value.  Use of the atmosphere and surface waters as a repository of for our wastes is an example of (again using the economists’ term) “free goods.”  More precise detection and monitoring will enable pricing of these goods, both discouraging their use and generating revenue to be used for resource recovery and renewal.  Periodic inspection of motor vehicles to ensure that emissions-control devices are functioning properly is a rudimentary step toward this aspect of system intelligence.